Train-pipe coupling.



W. C. WHITE.

TRAIN PIP'E COUPLING. l APPLlcArIoN min MAR. 20.1913. RENEwED FEB. 1,1916.

1 ,204,21 9, Patented Nov. 7, 41916.

4 SHEETS-SHEET I.

@XM/Immo@ W. C. WHITE.

TRMN PIPE COUPLING. APPLlcAnoN FILED MAR. 2o. 1913. nENEwED FEB. 1. 191e.

'l ,204,2 l 9. Patented Nov. 7, 1916.

4 SHEETS-SHEET 2.

w. c. WHITE.

TRAIN PIPE COUPLING.

AFPLICATION FILED MAE. 20.1913- RENEWED` FEB. 7.1916.

1,204,219. v Patented Nov. 7,1916.

4 SHEETS-SHEET 3.

HHHH' W. C. WHITE.

TRAIN PIPE COUPLING.

APPLICATION FILED MAR. 20| |913. RENEWED FEB- Z. 1916.

3,204,219. Patented Nov. 7,1916.

4 SHEETS-SHEET 4.

ITF@ Slidell: FAS FIFNT WALTER C. WHITE, 0F LOS ANGELES, CALIFORNIA, ASSIGNOR T0 INTERNATIONAL COUPLERS COMPANY, OF LOS ANGELES, CALIFORNIA, A CORPORATION OF CALI- roRNIA.

Specification of Letters Patent.

TRAIN-PIPE coUPLING.

Patented Nov. t?, 19116.

Application led March 20, 1913, Serial No. 755,697. Renewed February 7, 1916. Serial No. 76,775.

To all whom t may concern Be it known that I, WALTER C. WHITE, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented certain new and useful Improvements in 'Ilrain- Pipe Couplings, of which the following is a specification.

rIhis invention relates to train-pipe couplings, and has for its object the provision of coupler heads of such construction as to effect fluid-tight joints around the register-A ing ports of opposed heads, and a still further object of the invention is to provide an improved construction of coupler head whereby the ports will be held in fluid-tight relation when the heads are coupled and injury to the gaskets or packing around the ports during the coupling or uncoupling operations will be prevented.

These stated objects, and suchother objects as will incidentally appear as the description of the invention proceeds, are attained in a mechanism of the character illustrated in the accompanying drawings, and the invention resides in certain novel features which will be particularly pointed out in the claims following the description. In the drawings: Figure 1 is a vertical longitudinal section through two coupled heads, showing my present improvements; Fig. 2 is a horizontal section taken on the line Q-2 of Fig. 1, the line 1-1 in this ligure indicating the plane of the section shown in Fig. 1 in order that said Fig. 1 may be more readily understood; Fig. 3 is a plan view of two heads in coupled relation; Fig. l is an end elevation of one of the coupler heads; Fig. 5 is a detail perspective view of one of the electrical terminals; Fig. 6 is a detail view of a gasket; Fig. 7 is a detail view showing the construction of the port in which the gasket is iitted;

Figs. S and 9 are side views of the coupler head.

- In carrying out my present invention, I employ a coupler head 1 which is provided with a plurality of longitudinally extending chambers 2, 3 and 4L into which, through the rear end of the coupler head, the train-pipes extend. In the present illustration, I have shown a steam pipe 5 entering the lowermost chamber, while the pipe 6 carrying the air for the brakes is shown as entering the intermediate chamber, and in the upper chamber is received the ends of an electrical conductor or cable 7. It will be understood, however, that the usual air signal line or pipe may be carried into the chamber immediately above the chamber receiving the air brake line, and the electrical conductor may be housed in a fourth chamber. rIhe electrical cable may be utilized for forming circuits for thev train telephone and telegraph systems and may, if desired, be utilized as theengineers signal. lll/*hen a part of this electrical conductor is utilized as the engineers signal line, the air signal line will, of course, be omitted.

Each coupler head is supported upon a hanger depending from the frame of the car or from the car coupling heads or draw bars and comprising, generally, a shelf 8 to support the head, vertical guides 9 rising from the said shelf, and suitable braces 10 extending from the shelf and the said guides to the suspending members of the hanger. A pipes carrier 11 is iitted in the guides 9 vand the train-pipes extend through this carrier, as will be readily understood. The particular type of hanger forms no part of my present invention,.however, and for that reason is not shown herein in detail, the form illustrated being that disclosed in-my application i'iled June 25,1912, Serial No. 705,818.

The coupler head is provided with rear wardly extending arms 12 at its upper and lower ends which are longitudinally slotted to receive securing bolts 13 b v which they are attached to the'pipes carrier andv permitted to move relatively to the said carrier when the heads are being coupled and afterward as the car couplings become taut. Each head comprises a body portion 1d having a front face 15 which is disposed obliquely to the longitudinal axis of the head or body, and, in the saidobliquely disposed front wall, I form a plurality of ports 16 corresponding in number with the trainpipes to be coupled. rI`he ports are substantially elliptical in outline, as shown most clearly in Fig. 5, and in the walls of the ports are formed recesses or seats to receive the gaskets 19. It will be readily noted from Figs. 2 and 5 that the gaskets extend substantially longitudinally of the coupling ing elongated bearing surfaces to meet similar surfaces on anopposed coupler and provide a large fluid-tight joint between the passages of opposed heads. As the coupling heads wear, tie gaskets slide upon each other and overlap so as to compensateV for wear and, at the saine time, leave an open port ample to permit flow of liuid through that in their extremev overlapping relation an open passage will be provided of a diameter not less than the width of the port. The wide end facesof the gasket will preserve a tight joint under this extreme condition. At the ends of the ports are segmental flanges 17 which coact with the walls vof the seats to forni pockets into which the iianges 18 on the gaskets may be sprung and retaining lugs or lips 20 are formed at the inner sides of said recesses to Vextend v over the inner sides of the gaskets and thereby aid in keeping the gaskets in place.

The Vouter wallV of the coupler head extends from the extremity of the face 15 at an angle to the longitudinal axis of the coupler head, as indicated at 21', so that the front end of the coupler 'head body hasta wedge formation. In rear of .thisinclined face 21, the outer side of the body extends at a lesserV angleY to the longitudinal axis of the body, as shown atY 22, and upon this outer side Aof the body is an offset 23Y so formed as to present upper and lower rearwardly converging ribs-24 and a convex surface 25 between the said ribs, said surface `springing from the outer wall of the head so that the end ofthe guide armV on an opposed' coupler head coming into engagement with the. saidV surface willbe Vdeflected transversely and the opposed coupler-head, conof this guiding arm is shaped to provideY sequently, brought into close contactwith the head to which it is to beVY coupled. Springing from the side of the coupler head oppositeV that provided with the offset 23, is a guide arni 26Ywhich has upper and lower edges flat or straight at their rear extreinitiesiand then'curved toward each other 'so that the arm terminates in a point 27 adapted to; enter between the ribs 24 and ride' upon the convex surface 25. As shown mostV clearly in Figs. 2 and 3, the inner surface an inclined face 28 at its rear extremity disposed at an angle slightly more abrupt than l the angle of the face 2l' of the coupler head, Y and, in advance vof this said inclined face 28,

the guiding arm` is provided with a short longitudinally extending portion 29 adapted toV bear against theouter surface 22 of the opposed coupler head. When the opposed l Vheads come together theextremity ofthe surface 21 lon one head will engage and ride upon the surface 28 ofthe opposed head so ybe minimized. Moreover, a space will beV left between the heads through which dirt may escape and a vertical groove 50V isV forined at the rear extremity of the front Vface 15 of the head so that dirt cannot accuniulate between the heads and interfere the coupling. The gaskets are elongated so with the successful operation of the device.

The provision of this groove 50 permits the 1 Y extreme Vend of an opposed head to crowd Vup into'the angle at the base of the guiding ing surface 29, the guiding armis provided with anroutwardly and forwardly inclined surface 30 extending tothe point 27 of the' arm, and having, an angle Vof inclination greater' than that of the surface 22 ofthe body. Should the heads to be coupled be out faces 30 of the respectiveguiding arms 26` will iinpinge against the surfaces 21 of the opposiiiglieads and the two heads will theref by be shifted transversely so as to be brought into alineme'iit. 1t will also be noted that a Vslight vertical vmovementmwill be impartedY to theheads relative to each other by theV r Y of alineinent as they come together, the surico brought into-exact registry, I secure to theV tcp and bottom-of eachhead,plates31 whichY project laterally beyond the sideof the coupling head body Yopposite that side fromV Ywhich the guiding arm 26 projectsV and constitute wings between which thev end Vof the Vguiding `arm on an vopposed head enters. VThe progecthing portions `of these plates or Ywings striking the upper or lower edge of the guiding a'rin willYY be thereby caused to ride upwardly Vor downwardly so that the desired vertical registry ofthe ports will'be Y ouickly accomplished. The plates or wings 31 are flat and are engaged by the'rear liat coupled and therguiding Yarm is extending plates 31 are provided with shoulders Yorolfhead to engage the' guiding arm morequickrly than would otherwise be thecase. ,Y

,n portions of the upper and lower edgesof the guiding', arms, so-Ythat,rwhenrthe heads are- Ysets 32'in V(ugrderto increase the'width of theirV wings toward the inner face orthe'coupling The several train-pipes will be permittedV Y to telescope within the respective chambers of the coupler heads in order to avoid inisc' jury from the impact of opposing heads in the act of coupling and also to accommodate vibration or other movement during the travel of the cars. In the present instance, the steam pipe 5 is shown projecting into the chamber 4 of the coupler head, and a packing 33 is provided around the said pipe so as to prevent leakage from the chamber of the coupler head. The air brake line 46 enters a sleeve 34 extending from a piston 35 arranged within the chamber 3 of the coupler head which constitutes a cylinder. After the heads have been coupled, the air is cut into the train line 6 and will flow through the same until it meets a closed cock on an adjacent car or at the end of the train. The pressure of the pipe will then react upon the piston 35, so that the said piston will be forced backward and, acting upon the end of the train-pipe, will move the said pipe outwardly and cause a shoulder thereon to bear against the pipes carrier or an abutment'plat'e of the hanger, so that further rearward movement of the coupler head will be prevented and the coupled heads held together, this operation being specifically set forth in my application, Serial No. 705,818, above mentioned.

The cables 7 carrying the electrical conductors of the train are secured to plugs 36 within the upper chamber 2 of the coupler head and these plugs are embedded in an insulating block 37 provided on its opposite sides with longitudinal ribs 38 adapted to engage longitudinal grooves formed in the ends of the chamber 2, and retaining springs 40 are secured at the ends of the said grooves to engage the ends of said ribs and thereby hold the plugs within the coupler heads. It will be noted upon reference to Fig. 6 that the outer ends of the insulating blocks or sleeves and the plugs are beveled upon an angle coinciding with the angle of inclination of the front face of the coupler head body and the ends of the plugs project slightly beyond the end of the insulating sleeve, so that, when the coupler heads come together, the plugs will be brought into close contact and the electric circuits established. The ribs 38 serve to prevent rotation of the plugs within the body of the coupler head, so that they will always be in position to engage the plugs of an opposing coupler head and thereby es tablish the electric circuit with certainty. Should it be necessary for any reason to remove the plugs, as for instance, to substitute a new plug for a worn out plug, the springs 40 may be readily depressed so as to disengage the ribs 38, after which the plugs may be at once withdrawn. It will be understood, of course, that the springs may be secured upon the -plug and engage sockets in the walls of the chamber which would be a mere reversal of the illustrated arrangement. A rubber ring or other resilient cushion 41 is fitted upon the end of the plug so that the plugs may readily adjust themselves and will not be apt to be injured by the impact in coupling.

It will be readily understood from the foregoing description, taken in connection with the accompanying drawings, that I have provided a train-pipe coupling which may be produced at a low cost and applied to a cai` in an inexpensive manner. In my present coupling, the chambers within the coupling heads will be in a direct line with the train-pipes, so that all turns in the air and steam passages are eliminated and, consequently, the frictional resistance is overcome. It will also be noted that the present invention minimizes the number of parts necessary to effect a close tight coupling and also reduces the weight of the coupling. As the gaskets are disposed at an angle to the axis of the coupler heads, unnecessary pressure upon the same is avoided, while, at the same time, they will be held in sufliciently close engagement to form a fluid-tight joint between the opposed couplers. By fitting the train line telescopically within a sleeve projecting from the piston through the agency of which pressure is exerted to hold the coupler heads together-,I provide for an extreme longitudinal movement of the coupler heads in the operation of the device or during the travel of the cars. rlie several beveled or inclined faces of the coupling heads and the guide arms are so disposed that the gaskets are fully protected against injury as the heads come together and twist ing of the gaskets, as they move upon each other after being coupled, is prevented by the engagement of the guide arm and the upper and lower wings.

What I claim is 1` A coupler body having a rigid guide arm extending forwardly from one side and having a front vertical edge extending the entire height of the body and spaced from said arm, a vertical face extending from said edge to the base of said guide arm, a second vertical face extending from said edge in divergent relation to the first-mentioned face, said second vertical face terminating in a vertical side disposed at a slight angle tc the longitudinal axis of the body, a lateral offset on the body at the rear of said vertical side,

Iand rearwardly converging lateral ribs at the upper and lower edges of'said offset, said offset and ribs being adapted to be engaged by the guide arm of an opposed head.

2. A coupler head for train-pipe couplings having a body and a guide arm rigid with and extending forwardly from one side thereof, the outer side of the body and the inner side of the guide arm being each provided with a plurality of vertical deliecting surfaces and a vertical groove being formed at'the'junction of `the body and the arm, the

engaging deflecting surfaceson the arni and the body being arranged at slightly different angles of inclination whereby both ends of the guide arin inay bind against the outer side of an opposed head with the intervening portions of the opposed surfaces out of iconlongitudinal axis of the head, fiatV wings ex tending laterally in parallel planes from the top and bottoni of the head at the sidehav-A ing the shorter face, and a guide arm ex- Y tending forwardly from the opposite side of the head'at the rear end of the longer vertical face and having at upper and lower copis' or this patent may be obtained for surfacesatits rear extremity to t between Y Yand engage the wings on an opposed head.

el. A coupler head for train pipe'couplings Vhaving a forwardly extending tapered rigid guide arin on one side, the opposite side havlng its forward portion arranged at an angle to the longitudinal axis 'of the head to present an inclined defiecting surface to beiV vengaged by theV guide arm of an ropposedY head, al lateral offset provided on said side at the rear of said deflecting surface and hav ing ahorzontallyconvex outer surface, and Y rearwardly diverging ribs at theupper and Y lower edges of said offset.

In testimony whereoic I affix iny signature in presencerof two witnesses.

WALTER fo; WHITE. [a s.)

Vitnesses: A Y' Y Y Nona O. PETERSON, SISLEY PnTEnsoN.

iive cents each, by addressing the Commissioner of Patents, Washington, D. G. 

